Emergency-brake.



No. 783,508. PATENTED FEB. 28, 1905. F. B. COREY.

EMERGENCY BRAKE.

APPLIUATION FILED JUNE 16,1904.

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ldn'l'rnn drains Patented FebruaryfQS, 1905.

FRED B. COREY, OF SCl-[ENIGUIr-lDY, NEW YORK, ASSIGN OR TO GENERAL ELECTRIC COlriPANY, A CORPORATION OF NEW YORK.

EWlIEHGIENtDY-BRAME.

SPECIFICATION forming part of Letters Patent No. 783,508, dated February 28, 1905.

Application filed June 16, 1904. Serial No. 212.779.

Be it known that l, Fan!) B. O01: NY, a citizen ot' the United States, residing at Schenectady. county of Schenectady, State of New York, have invented certain new and useful .I mprovcments in Emergency-Brakcs, oi which the following is a specification.

My invention relates to improvements in means for automatically controlling motors by IO power-actuated brakes in case of an emergency, and is intended for use especially in connection with electrically-prepelled vehicles or trains equipped. with automatic air-brake systems in which an equalizing-rescrvoir is used.

In my application for Letters Patent, Serial No. 148,902, tiled March 21, 1903, l have disclosed controlling means tor such a vehicle comprising means ope 'ative upon the release of the controller-handle by the motorman for cutting oil the power from the motors, for breaking the connection between the motormans valve and the train-pipe, and for exhausting the train-pipe, so as to apply the brakes. An emergency stop is thus produced in case of sickness, death, or accident to the motor-man. It is not always desirable. however, that a severe emergency application of the brakes should be produced; and the object of my present invention is to provide means for obtaining a more gradual application of the brakes upon the release of the controller-handle by the motorman in those systems in which an equalizing-rescrvoir is employed. l. accomplish this by providing a valve controlled by the motorrnanin any suitable manner 'for example, through the controller-handle--and arranged to connect the equalizing-reservoir to atmosphere whenever the motorman becomes incapacitated. By this means a more gradual application of the brakes is'produced than is the case where the train-pipe is directly connected to atmos ihere.

My invention will best be understood from the accompanying drawings, in which- Figure 1 shows diagrammatically an autotomatic air-brake system provided with an emergency-valve in accordance with my invention. Fig. 2 shows a cross-sectional ele vation of the valve, and Fig. 3 shows a cross- 5 sectional plan view of the same.

Referring first to Fig. 1., V represents the usual engineefs valve, connected to the equalizing-reservoir F1, to the train-line L, and to the main reservoir R. The engineers valve is a standard \Vestinghonse valve of the type described in patent to l Vestinghouse and Moore, No. 401,916.

C represents the compressor for charging the main reservoir.

T represents a triple valve connected to the train-line l), and B and A representthe brakecylinder and auxiliary reservoir, respectively, connected to the triple valve.

1) represents the emergency-valve, mounted on the controller-casing F and coi'inected to the equalizing-reservoir by a pipe 1 Valve .l) is also provided with an exhaust-pipe 1/, leading to atmosphere.

The construction of valve 1) is clearly shown in Figs. 2 and The construction of this valve, which forms no part of the present invention, is clearly described in Patent No. 755,750, issued to me March 29, 1904. I shall, however, give a short description of this valve here. The pipe 0 from the equalizing-reservoir opens into a chamber 1, which is separated from the chamber 5 by the valve 2, which is normally held on its seat, as shown, by the spring 4:. V The air-pressure in chamber 3 above valve 2, which is connected to chamber 1, by a small passage, as shown, assists in holding the valve 2 on its seat. The chamber 5 is connected to atmosphere by pipe a. The chamber 3 is connected by a passage 6 (shown in Fig. 3) to a chamber 7, which is normally closed by a valve 8, which is pressed upon its seat, as shown, by the spring 9. The valve 8 carries a spindle 10. which is channeled for a portion of its length, as shown, so that when valve 8 is raised chamber 7 is connected to passage 11, which leads to atmosphere. Epindle 10 projects beyond the casing of valve 1). The controller-operating mechanism is so arranged that when the handle is released spindle 10 is engaged and pushed inward, con necting chamber 7 to atmosphere. The connection between the controller-handle and spindle 10 is not shown, since it is clearly described in Patent No. 755,750, above referred to, and since the specific form of connection employed forms no part of the present invention. When chamber 7 is connected to atmosphere, chamber 3 is exhausted, and since the passage between chambers 3 and 1 is too small to equalize the pressure quickly the greater pressure on the under side of valve 2 raises it from its seat, connecting pipe 5 through chambers 1 and 5 to atmosphere. The pressure in the equalizing-reservoir is thereby reduced and a gradual application of the brakes is obtained.

As has been said heretofore,the construction of valve D forms no part of the present invention, and other forms of emergencywalve may be used without departing from the spirit of my invention. I aim in the appended claims to cover all such modifications which are within the scope of my invention.

hat I claim as new, and desire to secure by Letters Patent of the United States, is-

1. In an automatic air-brake system employing an equalizing-reservoir, means independent of the engineers valve for exhausting the equalizing-reservoir.

2. In an automatic air-brake system for electrically-propel'ied vehicles, employing an equalizing-reservoir, a valve arranged to exhaust the equalizing-reservoir, and means under the control of the motorman for causing said valve to be operated.

3. In an automatic air-brake system employing an equalizing-reservoir, in combination with a motor-controller, a valve controlled from the motor-controller and adapted and arranged to connect the equalizing-reservoir to atmosphere.

4. In an automatic air-brake system, in combination witha motor-controller, an equalizing-reservoir, an exhaust-port therefor, and

a valve controlled from the controller-handle and adapted and arranged to open said exhaust-port to atmosphere.

5. In an automatic air-brake system, in combination with a motor-controller, an equalizing-reservoir, and a valve operative upon the release of the controller-handle by the motorman and adapted and arranged to connect said equalizing-reservoir to atmosphere.

6. In an automatic air-brake system, in combination with a motor-con troller, an equalizing-reservoir, a connection from the equalizing-reservoir to atmosphere, a valve in said connection, and means actuated upon the release of the controller-handle by the motorman for opening said valve.

7. In an automatic air-brake system, in combination with a motor-controller, an equalizing-reservoir, avalve independent of the engineers valve adapted and arranged to exhaust the equaliZing-reservoir, and means actuated upon the release of the controller-handle by the motorman for opening said valve.

8. In an automatic air-brake system, an equalizirig-reservoir, a normally open connection from the equalizing-reservoir to atmosphere, and means independent of the engineers valve for controlling such connection.

9. In an automatic air-brake system for vehicles, an equalizingreservoir, a valve adapted and arranged to connect said reservoir to atmosphere, a lever normally under the motormans control in the operation of the vehicle, and operative connections between the said valve and said lever.

In witness whereof I have hereunto set my hand this 14th day of June, 1904.

FRED B. COREY.

Witnesses:

BENJAMIN B. HULL, HELEN ORFORD. 

